Automatic balancing mechanism.



J. P. TARBOX.

AUTOMATIC BALANCING MECHANISM APPLICATION HLED IULY 3|.l91l.

1,180,274. Patented Apr. 18, 1916.

Nonlus runs. 0- mm w-smmm n l. P. TARBOX.

AUTOMATIC BALANCING MECHANISM.

APPLICATION FILED JULY 311 191i.

Patented Apr. 18, 1916.

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AUIOMAHC BALANCING MECHANISM.

APPLICATION mu) JULY 31,191.

1,180,274. Patented Apr. 18, 1916.

(June/wimp J. P. TARBOX.

AUTOMATIC BALANCING MECHANIS- APPLICATION men lULY a1. 91!.

1 180,274. Patented Apr. 18, 1916,

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APPLICATION man JULY 31.1911

1 180,274. Pqtented Apr. 18, 1916.

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AUTOMATIC BALANCING MECHANISM.

APPLICATION FILED lULY 31.1911.

1 1 80,274 Patented Apr. 18, 1916.

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J. P. TARBOX.

AUTOMATIC BALANCING MECHANISM.

APPLICATION FILED JULY 31. 19H.

Patented Apr. 18, 1916.

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UNITED STATES PATENT OFFICE.

JOHN P. TARBOX, OF WASHINGTON. DISTRICT OF COLUMBIA ASSIGNOR TO TARBOX'. SAFETY AIRCRAFT COMPANY. A CORPORATION OF DEILAWARE.

AUTOMATIC BALANCING MECHANISM.

Specification of Letters Patent.

Patented Apr. 1 8.1916.

Application filed July 31, 1911. Serial No. 641.662.

;ci t,izen ofthe. United States. residing at Washington, in the District of (olnmbiaq have invented certain new and useful l nprovements in Automatic ialancing }\lechanism, of which the following is a speciii cation.

My present invention consists of an automatic balancing mechanism for air craft and is shown en bodied in a balancing mechanism of wha 1 term a mechanical t vpe. thoughit may be embodied in any ol' the other types. such as the hydraulically operated, the electrically operated. compressed air operated. etc.. and has already been em bodied by me in some, of them.

My invention has particularly to do with the standard of position. the connections between this standard aml the source of power whereby the stamlard-of position controls the movements of the operating devices for the balancing devices. and the control connections between the main body of the mechz'inism and the steering gear.

In order that a. balancingmechanism shall operate satisfactorily on turns to balance an air craft at any given angle it is necessary that the standard of position be free from effects of centrifugal force acting to deflect the standard from its true position.

In the new standard of position of my invent-ion this is entirely obviated. The new standard has been found to he very ellicient and reliable in operation.

The efficiency of the new standard of posi tion is further increased by a specially dcvised mechanical relay through which a complete control of power is effected from a standard of position exerting only a very small force. lhis greatly diminishes the total weight of the mechanism.

By means of the special connections of the mechanism to the steering gear and balancin devices it is possible to exercise hand and automatic control independently of each othely-or to exercise them conjointly. Thus one may he still used if the other should fail. and the automatic may he supplemented by hand control when desirable.

My invention comprises the combination of all the component parts in the efficiently operating. Whole, the parts themselvesthe connection of the parts with. and their support from, each other.

in the accompanying drawings the mcchani al embodiment afore mentioned is shown.

Figure l is a front elevation; Fig. 2 is a from elevation with a portion'of the standard of position removed: Fig. 3 is a top plan view: Fig. l is a central transverse se tion: Fig. S'is a transverse scction on line of Fig. I showing the operating device: Fig. is a detail of the operating device of Fig. I: Fig. i is a detail of the spring catch on the clutch bar: Fig. is a dclail of a bearing of the follow up device: Fig. 3) is a detail of a driving connection of the follow np dcvicc: l igs. lll and ll are dclails of a special coupling used: Fig. ll ism diagrammatic view of the mechanism showing the connection to the steering gear aml balancing devices: Figs. 12 to H are diagrams showing various positions of the power control devices of the mechanism: Fig. la is a reduced front ele\alion of the mechanism showing the nmvement of the standard of position 1. Fig. lb is a section through the clutch bar and adjoining frame showing its connection to the relay block. The new mechanism is power driven from the engine of the air craft. The source of power of the mechanism comprises three miter gears M. l; and h. the middle one of which .\l. is continuously driven by hell i l or other power source. from the engine. or any other suitable drive. the gear .\l driving the two gears l) and it contimumsly in opposite directions. The gear M is iournaled transversely of the back ll of the main frame. while the gears l, and H are journalcd on the main shaft l2. in turn journaled between the hack ll and front 13 of the main frame in cross liars H. The gears L and It are spaced apart on the shaft. 12 by means of a sleeve 15 surrounding the shaft. Each gear is provided on the outside with two spaced lugsfl li diametrically opposite. Positioning collars 17 for the gears are fixed to the shaft between the lugs 16 while clutch members 18 one for eachgcar L and It are freely journaled on the shaft. and'secured to the lugs ill by means of bolts 11). lhus the clutch members 1S rotate with the gears L and It and are fixed in position on the main shaft 12. At one end the frame carries the operating drum 20 supported on a shaft Qtjoiurnaled transversely of the frame. To this drum the operating connections to the balancing devices are made (see Fig. 11). The drum is arranged to be driven by the shaft 12. A worm '22 is connected to shaft 12 by a yielding shock absorbing coupling '23 (see details Figs. 10 and 10) and journaled at its outer end in cross bar '21 at the outer end of the frame. This worm meshes with worm gear :25 on shaft 21.

The drum :20 is peculiarly connected to this shaft (see Figs. 5 and 6). A hub 26 having a flange 27, provided with a lug 2% is fixed to the shaft. The drum is freely journaled on this hub being confined against the flange '27 by means of a confining collar 29. On its face adjacent the flange the drum has a screw plate 30 in which are spaced tapped holes 31 on the arc of a circle. Two pins 32 are screwed in these holes, and are adapted to engage one on one side of the lug 2S and one on the other. By adjusting pins 32 to any desired hole. any desired amount of lU t motion may be introduced between the shaft '21 and balancing devices connected with the drum '20. By means of a bolt 3 passing through the lug 2S and plate 30 all lost motion may be eliminated. In fact. if the spacing of the holes 31 is exact, lost motion may be eliminated by placing pins L each immediately adjacent lug '18.

Now by the provision of clutch members i .H- cooperating with members 15 and splined to shaft 1;. the shaft 1'. and hence the operating drmu 20 may be rotated in one direction or the other by simply clutching shaft 12 to one or the other of gears L and R. Thus the balancing devices are moved in one direction or the other, up or down. A clutch bar 35 is supported on the inside of the frame front 13. being provided with a long lug 36 projecting through a longer slot 37 in the frame. At each of its opposite ends the bar 35 carries a clutch arm 38, the arms being pivoted to the bar and carrying rollers 39 at their outer ends bearing in grooves 40 in shiftable clutch members 34. The clutch arms 38 each have an inwardly projecting foot 41 normally bearing on the inner side of the clutch bar and springs 42 bias the arms to this position. By shifting the clutch bar 35 right or left one clutch 34- 18 is yieldingly thrown in, while the other is positively thrown out. By the provision of three notches 43 (see Fig. 7) in the top of bar 35 and a holding spring 44 fixed to the frame and having an end engaging one notch at a time, the bar is given three distinct positions, to wit, one in which neither clutch 34-18 is in, one in which one only is in, and one in which the other only is in (see Figs. 1214).

Secured to the front of the lug 36 on bar 35 and on the front of the frame is a relay block 45 provided on each of its top and bottom sides with two relay teeth 46 and 47. Surrounding this block is a rectangular relay frame 48 pivoted by a pin and slot connection 19-410 at one end. and movable about this pivot. Above and below block 45 on the inside of the frame are secured relay claws 51, adapted to engage the teeth 46 and T on the relay block 45. The frame 48 is connected by eccentric rod, eccentric and strap 52, 53, 5%. with transverse shaft for continuous reciprocation, the shaft being continuously rotated by a gear connection 56 with drive shaft 10. As shown in Figs. 1214. by movement of the relay frame -15 up or down, the claws 51 are caused to engage the cooperating teeth 16, 47, and the clutches are shifted by power into or out of engagement. Very little power is required to shift the reciprocating frame 48 as compared with the clutches 34, 18, and the connected bar 35.

A study of the diagrams of Figs. 12 to 14, will show that the teeth 16 0f the block *5 are throw-in teeth, because when the frame 48 is moved to an extreme position either down or up these teeth 46 are engaged by the claws 51 and one clutch thrown in. Further, the teeth 17 are throw-ont teeth. \Vhen the frame 48 is moved to an intermediate position, one of the teeth 47 is thrown out. Assuming a given clutch is in, a given tooth +16 having been engaged by a given claw 51 (see Fig. 13), then when the frame 48 is moved back to an intermediate position (see Fig. 12) the tooth 47 on the side opposite from the given tooth 46 is engaged, this releasing the given clutch. Several points are to be particularly noted about these teeth '46, 47 of block 45 and claws 51.

First, both teeth and claws are undercut on their front edges, the angle of the undercut approximating 60. This insures a positive engagement, the points of the claws 51 sliding downwardly in the undercut of the teeth' promptly they engage the points of the teeth. This avoids breaking of the points, and secures reliability.

Secondly, the throw-out teeth 47 are longer than the throw-in teeth 46 and have a concave undercut. This length insures immediate throw-out upon movement of the frame, while the concaving and the length prevent the claws from immediately engaging the teeth 46 after a throw-out of a clutch. The interval between actions may be made anything desirable by changing the length of these teeth. 7

Thirdly, the claws 51 on the frame just clear the respective throw-outteeth when the relay frame is in throw-in position (Figs. 13 and 152). i

Fourthly, the stroke of reciprocation of the frame is much greater than the distance between the points of adjacent teeth 46 and 47. The greater the length of stroke the called a lloating pendulum.

more reliable the active engagement of the tooth and claws. there being in longer strokes a longer-interval when tho claws 51 clear the teeth wand 47.

This relay is movod hv the new standard of position. This comprises what may he It comprises a combination of tloats and weights. Tho buoyant force of a liquid on a float acts in direct oppositi n t gravitati nal f rce. and if the lloat is submerged. this uoyant force is always wrpomlicular to the surface of the earth. thoro hoing no dolloction duo to surtaco irregularity.

in the bottom of tho front 1 1 of the main frame is a long lot 51'. and mounted to slide in the lot is a link t'ramo .\lountod within tho link Tm is a pivot block .3). all of this construction being similar to that dosorihod in my co-ponding application. pivot pin -lll' ll 'l l'orwardlv from tho hlock. This pivot supports the standard of ])o ltloll.

il is a rectangular tank supported by the pivot pin W on a bracket UL. tho lowor ond of tho hraokot hoing journalod on tho inner ond of tho pin. and tho uppor end being otlsot l'orwardlv and pro\ idod with a trough (32. supporting the tank-h one of its corners. .\'orgnall v the tank is supported as shown in Fig. l. tho diagonal from tho supported cornor of tho tank hoing vertical. The tank is all closed save for tho top diagonally opposite its support. rectangular lloat il is suluuorg'od or substantially so in llltl'tlll' within tho tank and connects h v a rod (iii :uljllstahlv with a cross bar till connected to pendulum rod (37. Tho pendulum rod oxtonds hotwoon tho tank lil and the 't rollt ol the l'ranio downwardly substantially parallol with tho lloat rod ti? to tho hub of bracket 'ri \vhoro it is turned torwardlv to a pivot huh oh on tho trout ond of pin till. tho bracket (32 lioing oll'set laterally (see Fig. l) to permit this. Thorohy tho pivot of the pendulum rod 7 is positioned in a right lino with tho lloat til. that is. in tho lino of tho upward huo ving thrust on tho lloat. This avoids lateral dolloction of tho pendulum rod (37. Tho pondulunt rod is extended downwardl from the pivot. huh and supports at its lower ond a \voight (39. This weight is such that it o.\actl v counterbalancos tho weight of tho lloat (3+ and othor parts connected with tho pendulum rod above the pivot (it). in other words. tho total mass M on and of tho rod (37 below the pivot multiplied hvtholengthl itothcconter of gravity holow tho'pivot. is made to equal tho total mass M" on and of tho rod above the pivot multiplied h v the length L to the center of gravity above the pivot. Thus all tho lateral forces acting simultaneously to tho same degree on both ends of the pendulnm neutralize each other at the pivot 6o.

Such a force is centrifugal force acting when an air craft is making a turn. Its effect on tho standard of position is nil. and the buoyant force of the liquid in the tank maintains it in its true iertical position. So also forces of inertia on the standard are neutralized. number of actual flights made with an aeroplane equipped with this invention has t* l;l )ll llt l these facts.

()u the upper end of the pendulum rod is lived a block 70 connecting by the pin and slot connection 71-72 with the upper end of a hell crank lever 73 pivoted at it on tho frame l3. The opposite end of this lovor connects by pin and slotconnection Iii-Jo with one end of the relay frame i Thus when the air craft on which this mechanism is installed shifts its position, tho rola v frame 48 is shifted by the pendulum and power connections are made to oporato the balancing devices.

follow-up device is provided for the purpose of securing a movement of the balancing devices which is proportional approximately to the angle of list. and which is in phase approximately with the del'loxing of the craft at all times. The pivot block 3!) is threaded on screw 80 fixedly 'ournalod in the opposite ends of link 58. .\t one end the journal comprises a shaft ht of larger slZo than screw 80 threaded into tho ond of link 5h (See Fig. 8) so that when theshaft 1 is turned the shaft 80 with the pivot block (it) may be moved longitudiuallv. hand wheel 82 splined on shaft 1 and fixed in the pocket 83 in the frame is a ready means of turning this shaft. The opposite end of shaft 80 passes through a eleau hole in the corresponding ond of the link (see Fig. -2) and out through hearing F4 from the end of frame 13. There is a long koywav 85 in the end of the shaft which is not screw threaded beyond link Tm. Splinod on this end of shaft 80 and fixed in pocket Ho is a gear 37 meshing with gear on on extension shaft 89 connected with the main shaft 12 by yielding shock absorbing couplin no similar to the coupling shown in Figs. 10 and 10. the shaft oil having an outward hearing in cross bar J1. Thus when the shaft 12 and drum :20 are movod. tho pivot of the standard of position is moved. thus moving the whole standard including the tank and giving it tank and carries a swiveled bolt 93 at the on the A ver to but sliding point directly opposite the pin 7-1 upper end of hell crank lever 73. ticallv extending rod 94 secured spacod awa from the tank. has a connection with this bolt.

The tank is provided at its top with an upwardly extended neck having a slot through which the floatrod extends. the mouth of the slot being sloped inwardly, (see Fig. 4). Secured to the top of the pcndulum rod 67 is a cover plate 95 curved on an arc of a circle about pivot (10. and overlying the correspondingly curved mouth of the tank, but spaced away from it slightly. By means of the neck. mouth and cover constructed in this manner all loss of liq uid through splashing is avoided and yet free movement of the pendulum is not interfered with.

On the shaft 21 with the operating drum is a limit wheel 96 carrying adjustable limit stops 97. The relay lever Tl carries an extension bar 954 which overlies the face of wheel 96, being otl'set just before it reaches the inner edge of the wheel (see Fig.3), and then passing beyond the lmb of the wheel and there being inset adjacent the faceof the wheel and passing around its outer edge to the rear. Thus is the bar 98 engaged by the stops 9? on the outer edge of the limit wheel, and not on the inner edge, thereby obtaining a more gradual movement of the relay frame than if the stop Qngaged on the inner side of the limit wheel. Upon a p'redeterniined movement of the drum 20 and the balancing devices. the limit stops operate the relay frame 48 through bar 98 to cause the operating drum '20 to be unclutched from the main shaft 11 The main body of the mechanism as thus embodied is associated with special LOllllt'C: tions to the steering gear and balancing devices of the air craft. This is shown in Fig. 11, in which figure the mechanism is shown diagrammatically as applied to a Curtiss type aeroplane.

99-99 are the right and left ailerons, 100 is the lower front, or any other suitable beam of the plane, and 101 is the steer ing wheel connected by cables 192 to the rear vertical rudder V for steering right and left. 103 are the shoulder forks connected usually directly with the ailerons.

104 is the mechanism previously described, which mechanism is geared to the engine or other source of power 10.)

through power controlling means in the form of clutch 106 biased inwardly at all times by spring 107. but operable to the ofi position by foot lever 108 pivoted to a convenient fixed part of the aeroplane and provided with a spring catch 109-110 for holding the lever in off position as shown.

1 Thus the mechanism may be thrown in and "out of operative connection wlth the source of power.

The mechanism may be fixed in position at any convenient point.

111-112 are a pair of scissors levers pivoted to each other and connected one of them at its lower end to the beam 100 by :1.

pivotal joint. Although these levers are shown diagrammatically. it should be borne in mind that in practice the levers in their normal position coincide, and moreover that they are substantially of the same length. A cable connection 113 passes over idlcrs 114 and over the drum 20 of the mechanism. This cable connects at 115 with the upper end of lever 111. A cable 116 passes from the shoulder forks 103 over idlers 117, connecting with the opposite end of lever 111 from the end 115. The connecting cables are. of considerable length as is well known. and moreover contain a little slack. so that the free movement of the levers about their pivotal centers during the operation of the balancing mechanism is not disturbed in any way. Of course the length of the levers is made such that the arcs of movement of their ends are of large radius and not too abrupt. Thus the balancing devices in the form of the ailerons 99-99 may be operated either from the automatic mechanism or from the manual control forks.

Pivoted to a fixed part of the aeroplane such as the beam 100 are two diverging levers 118-119, the outer ends of which connect with the steering cables 10; extending to the rear vertical rudder. A cable 120 passes over a pulley 121 from lever 11S and over pulleys 122-123 to the link as of the mechanism, while a. second cable 124 passes from lever 119 over pulleys 125-126-127 to the opposite end of link 58. Thus whenever the steering wheel is moved to change the course of the air craft. the link 58 is moved along its slot 57, carrying with it the pivot of the standard of position. and giving the standard a new vertical position with respect to the remainder of the mechanism and the air craft on which it is mounted.

\Vith this understanding of the structural embodiment of my invention. its operation. and the principles which govern that opera tion can be readily understood.

Referring to Figs. 1. 2. 3 and ll. and first particularly to Fig. 11, and assuming that the air craft on which the mechanism is fixed, lists to the left, then the relay frame 48 is moved upwardly by the lloat bl ol' the standard of position through the bell crank lever 73. This results in the clutch bar 35 being thrown to the left as shown diagrammatically in Fig. 14. thus connecting the main shaft 12 to the miter gear It. The main shaft is therefore rotated, in turn rotating the operating drum 20. and operating the balancing devices 99-99 to correct the list. If the list were to the right instead of to the left, the relay frame 45 would be moved downwardly through lever 7 with the result shown in Fig. 13, in which the main shaft 12 is clutched to the left hand miter gear L, Therefore the drum 20 is moved in the opposite direction from that in which it was moved when shaft 12 was clutched to gear R on a list to the left.

Therefore the balancing devices 99-99 are through its connection with the steering cables 102 which are not moved usually except when it is desired to turn the craft. Thus the pendulum standard of position is given a new osition with respect to the transverse axis 0 the craft, being, moved farther down grade in the direction of list, the farther the ist. The mechanism is operated preferably at such speed that the movement given the balancing devices is proportionally greater in rate than the movement of the air craft, with the result that when the list is maximum, the deflection of the balancing devices is maximum, and the pendulum has been moved toward the low side and again to a vertical position by the follow up device 87-88, in which osition the balancing devices are held statlonary, the shaft 12 bein unclutched from both of the gears L and I? as shown clearly in Fig. 12.

Again considering the list to the left, and the mechanism shown in Fig. 15, promptly the air craft begins to recover itself, the relay frame 45 is moved downwardly to the position shown in Fig. 13, which it will be remembered is the same position to which the frame is moved when the list is to the right. Therefore the shaft 12 is clutched to the miter gear L, and the balancing devices 9999 moved in the opposite direction and returned to their normal position simultaneously with the return of the craft to normal position. Simultaneously also the pivot 60 of the pendulum has been moved up grade and returned to its normal central position. Promptly upon the reaching of normal position by the craft. the relay frame 45 is returned by the pendulum to the position of Fig. 12. There is thus no oscillation of the craft or mechanism, there being a definite deflection of the balancing devices for each definite list angle, and a definite and simultaneous return of the balancing devices to normal with the re turn of the craft to that position. \Vhat holds good for list to the left, also holds good for list to the right. During these movements, the balancing devices are operated'through the scissors 111-112 which constitute a differential connection. Vhile the automatic mechanism is acting alone, the lever 111 is moved by cable 113 about its lower end which is connected to a cable 116 as a pivot. Its movement is transmitted directly to lever 112 connected with the balancing devices. When the manual control is exercised, the lower end of lever 111 is moved, movement taking place about point 115 as a pivot and the motion being also directly communicated to lever 112. Manual and automatic control may thus be exercised conjointly or independently. A latch 128 comprising a hook pivoted on a shoulder yoke and booking over a pin P on a fixed part I is provided for locking the shoulder forks 123 of the manual control in position, while the automatic mechanism may be readily clutched and unclutched by means of the foot lever 108. The clutch is positively disengaged by operation of the foot lever 108, being held in disengaged position by means of the spring latch 109. It may be again thrown in by simply tripping the end of the latch 10%) from the point of catch 110. Now when the steering wheel is moved to right or left for the purpose of making a turn. the link 5 and hence the pivot of the pendulum are moved in the direction of the turn. That is, assuming a turn to the left. the link 58. is moved to the left. or down grade in the direction of the list which cnsucs. Thus the standard of po sition is givcn a new normal position with respect to the fixed main body of the mechanism all as described in my co-pcnding application Serial Number (307.736. Theret'ore the craft is listcd to a predctcrmincd angle as defined by this new position of the standard. 'lhcrcai'tcr thc craft is balanced at this new angle in the same manner as it was balanced in the horizontal while going straight away. The maximum angle of list permissible for a given turn is determined by the maximum dcllcction of the balancing devices necessary to stabilize thc craft at that anglc. the balancing dcviccs automaticallv being brought to rest in a position which counteracts the unbalancing force due to the greater spccd of the air craft on the outward side. For each dcgrcc of turning there is. duc to the proportional shifting of the block .38. a dclincd angle of list. For great circles this is smaller while for smaller circles this is larger.

liy means of the adjustable limit stops 97 the maximum deflection ol the balancing dcviccs. which should be at their point of maximum efliciency. may be determined.

While this embodiment of my invention has been dcscribcd in connection with lateral balancing devices. it is patent that it may be used with equal facility in connection with fore and aft balancing devices. Through the use of two of these devices connected one to the lateral balancing devices. and one to the fore and aft balancing devices, the operator of an air craft is relieved from the operation of two of the three controls which he now exercises.leav ing him with only one. which one is most easily operated by an v person.

While I have described the best form of my invention now known to me. it is evi dent that my invention ma be given many modiliod forms without departing in any wiso l'rom its generic spirit. I desire to cover in the annexed claims all such modiliod forms of m v invention.

What I claim is:--

l. A standard of position for aircraft capable of assuming a plurality of control positions as respects the plane of the craft to oll'oct dill'oront angles of balancethereof and comprising a lloat member having a pivotal connection with the craft. lloating within a buo ving medium. and exerting a controlling force in opposition to the etl'oct of gravity upon its mass. countorbalancing moans connootod with tho lloat member but l ving on the opposite side of the pivot thereof from tho lloat member and of a value sulliciont at least to count ract the oll'oot on the mass of tho lloat membe of forces transmitted thoro to through the pivot thereof. a steering moans l'or the craft. operating means for the same. and connections between said operating means and the said standard of position arranged to oll'oot a shifting of the standard from one position t another to change the normal balancing angle of the same when the steering means is operated.

2. A standard of position for governing the balancing devices of aircraft capable of assuming a plurality ol' control positions as respects the plane ol' the craft to olloct different angles of balance thereof and com prising a lloat member having a pivotal connection with the craft. lloating in a buoving medium. and exerting a controlling force in opposition to the olioct oi gra\'it on its mass. countorbalancing means connected with said ll at but lying on the opposite side ol the pi\ot thereof from tho lloat member and of a value at least sulliciont to counteract the cll'oct on the mass of the lloat member ol' l'orcos transmitted thereto through the pivot thoreo'l'. balancing devices for tho crat't. operating means thcroi'or. a source of power. power controlling means operated by tho said standard of position and controlling tho transmission of power from said source to said operating means. a steering means for tho craft. operating means therefor. and connections arranged to cfi'ect a shifting of tho standard from one position to another to change tho normal balancing angle of tho said standard when tho steering means is operated.

An automatic balancing mechanism comprising a source of power. an operating device for balancing devices. a standard of position controlling tho application of vposition controlling the power to said operating devices, said standard comprising a float. a tank of liquid exorting a buoyant force on said float, and means for shifting said tank in accordance with the position of said float.

4. An automatic balancing mechanism comprising a source of power, operating means for balancing devices. a standard of position controlling the application of power to said operating means. said standard comprising a float. a housing therefor containing a buo ving medium for said float, and means for shifting the housing in accordance with the position of the float.

3. An automatic balancing mechanism comprising a source of power. an operating device for balancing devices. a standard of application of power to said operating devices. and comprising a lloat and a tank of liquid exerting a buo vant force on the samo.a common pivot for the limit and tank and a follow up device for moving the pivot to shiftthe position of the standard as the balancing devices are operated.

(3. An automatic balancing mechanism comprising a source of power, an operating device for balancing devices. a standard of position controlling the application of power to said operating devices. and comrising a lloat and a tank of liquid exerting a buoyant force on the same. a common pivot for tho lloat and tank. a follow up device for moving the pivot to shift the position of the standard as tho balancing devices are operatcd. and means maintaining the tank upright. i

T. An automatic balancing mechanism comprising a source of power, an operating device for balancing devices, a standard of position controlling the application of power to said operating devices. and comprising a float and a tank of liquid exerting a buoyant force on the same. a common pivot for the float and tank. a follow up device for moving the pivot to shift the position of the standard as the balancing devices are operated. a control connection to the float, and a supporting connection to the tank directly opposite said control connec tion.

8. An automatic balancing mechanism comprising a source of power, an operating device for balancing devices. a standard of position controlling the application of power to said operating device. said standa rd comprising a float member. a housing inclosing the same and containing a huoying medium. a common pivot for the float and the housing. a follow up device for shifting the housing to shift the position of the standard as the balancing devices are operated. a control connection to the float. and a supporting connection to the housing directly opposite said control connection.

9. A standard of position for aircraft comprising a float member, a movably mounted tank of liquid within which the said member is floated, a pivotal connection fixing the center of movement of the float, a control mechanism connection from the float, and a supporting connection for the tank directly opposite said control mechanism connection.

10. An automatic balancing mechanism comprising a source of power, an operating device for balancing devices, a standard of position controlling the application of power to said operating devices. and comprising a float and a tank of liquid exerting a buoyant force on the same, a common pivot for the float and tank. a follow up device for moving the pivot to shift the position of the standard as the balancing devices are operated. a pin and slot control connection to the float. and a pin and slot supporting connection to the tank directly opposite said operating connection.

11. In an air craft. an automatic balancing mechanism comprising a source of power. operating means for the balancing devices. a standard of position comprising a float and a tank of liquid exerting a buoyant force on the same. steering connections for the vertical rudders of the craft, and connections from the steering, gear to the tank whereby the tank is moved at the same time that the vertical rudders are moved.

1; In an air craft. an automatic balancing mcchanim comprising a source of power. operating means for the balancing devices. a standard of position comprising a float and a tank of liquid exerting a buoyant force on the same. and a common pivotal support for said tank and float, said tank being supported from the inner end of'said pivot. and said float from the outer end.

1 In an air craft. an automatic balancing mechanism comprising a source of power. operating means for the balancing devices. a standard of position comprising a float and a tank of liquid exerting a buoyant force on the same. and a common pivotal support for said tank and float. said tank being supported from the inner end of said pivot. and said float from the outer end, and the said tank. float and float pivot being in the same right line.

ll. standard of position for aircraft comprising a float member. a housing for the same containing a buoying medium, and a pivotal support for said float. said honsing. float, and float pivot being in the same right line.

15. In an air craft, an automatic balancing mechanism comprising a Source of power. operating means, for the balancing devices. a standard of position comprising a float and a tank of liquid exerting a buoyant force on the same, and a pivotal support for said float, said tank, float and float pivot being in the same right line.

16. An automatic balancing mechanism comprising a source of power, operating a standard of position for causing operation of said power controlling means to apply power to the operating means, and a mechanical relay between the standard and the said power controlling means through which H the standard of position controls the movement of the power controlling means.

17. A mechanism of the character 'de: scribed comprising a pair of spaced frame members, a main shaft journaled between the frame members. oppositely driven driving gears journaled on said shaft,,clutches on said shaft by which either of said gears may be clutched to said shaft, a clutch shifting bar on the inside of the front one of said frame members, a projection from said bar through the frame member, a relay block on said projection, a reciprocating relay frame cooperating with said block, a standard of position controlling the position of said relay frame, and operating means for balancing devices connected with the said main shaft.

18. In an air craft. an automatic balancing mechanism comprising a source of power. operating means for balancing devices, and a standard of position controlling the application of power to said balanc ing devices. balancing devices for said craft. a lost motion connection between said balancing devices and said source of power, and means for eliminating said lost motion at will. I

19. A balancing system for air craft. com prising a power operated automatically op erating balancing mechanism including a sourceof power, operating means for balancing devices. power controlling means to ccntrol the continuity and direction of the transmission of power from said source to said operating means. and a standard of position governing the said power controlling means. manually operable means for controlling balancing devices. balancing dc vices for the craft. and a three point ditferential connection between the balancing devices on the one. hand. and the operating means of the power operated automatic balancing mechanism aforesaid. and the aforesaid manually operable controlling means on the other hand.

20. In an air craft. a balancing system comprising an automatic balancing mechacrating means, said operating means being normally positively locked in any position to which it is moved in response to the gov erning action of said standard of position. balancing devices for the aircraft. manually operable contr lling means for said balancing devices, and a three point dill'ercntial connection between said balancing devices on the one hand, and said operating mechanism of the automatic device and said manually operable control devices on the other, whereby operation of the balancing devices through said manual controlling means is 'ithout effect upon the position of said operating means of the automatic mechanism.

21. In an air craft, a balancing system comprising an automatic balancing mechanism including a source of power, operating means adapted to he moved from said source of power to operate said balancing devices, a standard of position controlling the application of power from said source to said operating means, said operating means being normally positively locked in any posi tion to which it is moved in response to the governing action of said standard of position, balancing devices for the air crai t. manually operable controlling means for said balancing devices, and a three point differential connection between said balancing devices on the one hand, and said operating me banism of the automatic device and said manually operable control devices on the other, and means for locking the manual control at will, whereby the manual control and the utomatic control may ea h operate ndependently and positively without atfectiiig the other and win eby the n'iovenient of the balancing devicesin all cases is proportional exactly to the movement of that one of the manual and automatic controls which is exercised.

22. A balancing system for air craft com prising an automatic means including a source of power, operating means for balancing devices adapted to be driven from said source of power, a standard of position governing the aplication of power from said source to sm operating means, balancing devices for the craft, manually operable controlling means for said balancing devices, a vertical rudder and mi nial means for controlling the same, connection from said last named manually operable controlling means to said automatic mechanism adapted to effect the change in the normal balancing angle of said mechanism when said vertical rudder is operated, and a differential connection between the balancing devices on the one hand, and said operating means of the automatic mechanism and said first named manual control on the other.

23. A balancing system for air craft comprising an automatic means including a source of power, operating means for balancing devices adapted to be driven from said source of power, a standard of position governing the application of power from said source to vsaid operating means, balancing devices for the craft. manually operable controlling means for said balancing devices, a vertical rudder and manual means for controlling the same, connection from said last named manually operable controlling means to said automatic mechanism adapted to effect the change in the normal balancing angle of said mechanism when said vertical rudder is operated. a diilercntial connection between the balancing devices on the one hand, and said operating means of the automatic mechanism and said first named manual control on the other. and means for locking the manual control oi the balancing devices independently of the manual control for the said vertical rudder.

24. In a balancing system for air cra'l't comprising an automatic balancing mechanism including a source of power, operating means for balancing devices adapted to be driven from said source of power. a standard of position governing the application of .powci -to said operating means from said source. said operating means being adapted to remain locked in any position to which it is moved in response to the governing action of said standard f position. and thereby retain the balancing devices in the positions to which they are operated, balancing devices connected with said operating means, manually operable control means also adapted to operate said balancing devices, and a clutch device for ciitting oil said source of power and terminating the operation of said automatic mechanism at will, together with means whereby said clutch device may be operated from a point adjacent said manually operablc controlling means.

25. In an air craft, balancing devices. manual control means for the same. automatic control 11 -ans for the same. a pair of scissors levers. one end of one of which is pivoted to a fixed point. connections from the opposite end of said one lever to the balancing devices and connections from one end of the other lever to the automatic control device and from the other end of the said other lever to the manual control de vice.

:26. An automatic balancing mechanism comprising a source of power. operating means for balancing devices, power control means adapted to be shifted to effect the transmission of power to said operating means in one direction or another, a me chanical relay connected with said power controlling means and driven from said source of power to shift said controlling means. and a standard of position governing the action of said relay upon said power controlling means.

craft 27. .\n automatic balancing mechanism comprising a source of power. operating means for balancing devices. power controlling means adapted to be shifted to effect the transmission of power from said source to said operating means in one direc- 'tion or another. and a continuously reciprocating mechanical relay connected with said poweucontrolling device to shift the same upon one reciprocation or the other according to its position and a standard of position governing the position of said relay in its reciprocation.

28. An automatic balancing mechanism comprising a source of power. operating means for balancing devices. power controlling means adapted to be shifted to ef feet the transmission of power thereto in one direction or the other. a relay for effecting the shifting of said power controb ling means. a standard of position governing said relay. together with holding means acting on said power controlling means to hold the said means in the positions to which it is shifted independently of the relay.

29. An automatic balancing mechanism comprising a source of power. operating means for balancing devices. power controlling means adapted to be shifted to effect the transmission of power thereto in one direction or the other. a relay for effecting the shifting of said power controlling means, a standard of position governing said relay. together with locking means operating to hold the power controlling means in the positions to which it is shifted independently of the standard of position. 30. In an aircraft a movably mounted standard of position balanced as respects centrifugal forces acting upon its mass and having a determinate normal positional relation to the craft. balancing devices for the automatically controlled in their movements by said standard when the craft lgecomes unbalanced whereby said normal positional relation aforesaid maintained. and steering means arranged to hank the craft for a turnthrongh operation of balancing devices when the steering means is operated.

31. In .an aircraft a movably mounted standard of position balanced as respects centrifugal forces acting upon its mass and to have a determinate normal positional relation to the craft. balancing devices for the craft automatically controlled in their movements by said standard when the craft becomes unbalanced whereby the said normal positional relation is maintained. steering means for the craft. and connections between said steering means and said standard arranged to alter the normal positional relation of the same to the plane of the craft when the steering means is operated whereby the craft is banked for a turn.

means of the automatic balancing mechanism aforesaid. and the aforesaid manually operable controlling means on the other band. together with means for locking and unlocking the manual control at will.

3 In an aircraft. a balancing system comprising an automatic balancing mechanism including a source of power, operating means adapted to he moved from said source of power to operate balancing devices. and a standard of position controlling the application of power from said source to said operating means. said operating means being normally positively locked in any position to which it is moved in response to the governing action of said standard of position. balancing devices forthc aircraft. manually operable controlling means for said balancing devices. and three-point dillerential connection between said balancing devices on the one hand and said operating means of the. automatic device and said manually operable controlling devices on the other, whereby operation of the balancing devices through said manually operable controlling means is without effect upon the position of said operating means of the au-' tomatic mechanism, and a cut-off device for said source of power operable independently of said standard of position.

34. In an aircraft, the balancing system comprising an automatic mechanism includ ing a. source of power, operating means adapted to be moved from said source of power to operate said balancing devices. a, standard of position controlling the application of power from said source to said operating means, said operating means being normally positively locked in any posttion to which it is moved in response to the governing action of said standard of position, balancing devices for the aircraft manually operable controlling means for said balancing devices, a three point differential connection between said balancing devices on the one hand and said operating mechanism of the automatic device and said man ually operable control devices on the other. means for locking the manual control at will, whereby the manual and the automatic controls may each operate independently and positively without affecting the other and whereby the movement of the balancing devices in all cases is proportional exactly to the. movement of that one of the manual and automatic control whieh is exercised. and means for cutting the source of power on and off independently of said standard of position.

35. A balancing system for aircraft comprising an automatic means. including a source of power, operating means for balancing devices adapted to be driven from said source of power, a standard of position governing the application of power to said operating means from said source of power. said operating means being locked against movement when the source of power is cut of? whereby the balancing devices are retained in approximately the positions to which they are operated irrespective of whether the source of power be cut otl". bal' ancing devices connected with said operating means. manually operable control means. also adapted to operate said balancing de Vices. cut -otl' means controlling the action of said source of power and arranged to be. operated to terminate the operation of said automatic mechanism at will. together with means for locking and unlocking the manual control at will.

In testimony whereof I afiix my signature in presence of two witnesses.

- JOHN P. TARBOX. \Vitnesses N. (i'a'ris LAMMoNI). N. E. COSTELLO. 

